Increasingly, states are relying on creative financing and asset management to maintain and improve the nation's transportation infrastructure since budgetary challenges constrain potential options. One method of tapping into alternative sources of capital is the public-private partnership (PPP or P3). A public-private partnership is a long-term contractual agreement in which the public sector authority assigns a traditionally public responsibility (such as operations and/or financing) to the private sector participant, in hopes of achieving mutual benefit. First employed in the contemporary era in the late 1980's by California and Virginia, the public-private partnership has continued to become a more popular delivery method. A thorough review of the literature on the subject reveals both academic and institutional material covering a wide variety of P3 topics. Garvin's (2007) P3 Equilibrium Framework supplemented the current body of knowledge by building upon past research to better analyze the performance of existing and proposed PPP's or serve as a resource when developing future projects. The Framework allows the user to assess a project or program and determine its potential for producing desirable results. This research utilizes case studies to gain further insight into P3 projects and programs, as well as the performance of the original P3 Equilibrium Framework. The cases include the evolution of legislation in California and Virginia, and four projects that resulted from these programs: the State Route 91 Express Lanes, Dulles Greenway, Pocahontas Parkway, and failed I-81 Improvement proposals. Application of the original framework to the case studies led to several refinements. The changes provide more comprehensive appraisal mechanisms and improve the applicability and consistency of the P3 Equilibrium Framework. In addition, the concept of "tension" is introduced, which in effect is a means of describing the stress between the interested parties of a P3 arrangement. Ultimately, the revised Framework helps to structure perspectives of P3 arrangements and is underpinned by the notion that these strategies must balance the interests of society, the state, industry, and the market for ultimate success. / Master of Science

State transportation authorities’ reliance on traditional financing mechanisms such as gas taxes and federal support has waned of late as these mechanisms have proved insufficient to keep pace with the escalating demand for transportation infrastructure in the United States. As a result, public-private partnerships (P3) are increasingly viewed as a part of the solution to this problem. A partnership between the public and private sector allows both entities to “mutually benefit” from the private sector’s equity/debt financing structure and ability to bring innovation and efficiency to the table. Companies have formed consortia either to lease the existing toll roads through what is termed as a Brownfield project model or deliver design-build-finance-operate projects categorized as a Greenfield model. A case-study based approach helps to identify the organizational structure, nature of the key participants and risk characteristics of these Greenfield-Brownfield P3 models. The four cases identified for study include, the Pocahontas Parkway in Virginia, SR-125 in California representing the Greenfield model and the Chicago Skyway and Indiana Toll road under the Brownfield model. An analytical template comprised of a project finance structure, risk matrix for each of the four cases and Porter’ s segmentation matrix for the selected private sector project participants is used to characterize the structure of the P3 arrangement in the cases. The project finance structure illustrates the formation of a special purpose vehicle (SPV) to delineate the role played by different participants. Risk matrices developed for all the four cases helps to identify the allocation of risks among the state and the SPV or the concessionaire. Porter’ s segmentation matrix helps to identify the activities of the key players or sponsor companies in various sectors including infrastructure, across the world. The SR-125- Greenfield- model seems to have evolved from Pocahontas Parkway as the private sector solely finances the project and assumes the high revenue risk and responsibility to operate and maintain the facility. The Brownfield model faces a political backlash in the U.S., and this risk has become fundamental to the model. Based on their core competencies, companies decide in which of the two models they are suited to participate. Their individual expertise adds value when they collaborate to deliver a public-private partnership. Finally, further evolution of the Greenfield and Brownfield models depends upon the developments in the U.S. P3 market. / Master of Science

Public-private partnerships (P3) are outperforming other delivery methods in their ability to meet sustainability objectives. The main driver for decisions in any project has been seen as linked to a cost analysis. This research aims to determine why and how P3 projects are more likely to implement more effective sustainable decisions throughout a project's lifecycle. In this context, the decision-making is directed explicitly at the project team's reasoning for implementing sustainable practices beyond cost-effectiveness. The researcher generated questions to ask potential project teams to understand why and how P3 projects were better at implementing sustainable decisions. Sustainability was operationalized using Envision's framework. Interviews with project teams that utilized the P3 project delivery method and received the highest sustainability rating provided a first-hand account of the decision-making process. The interviews are analyzed utilizing framework analysis. The results will identify the motivations for implementing sustainability. The results suggest that the P3 contract structure is the most compelling reason these projects can implement sustainable decisions better than other project delivery methods. The written requirements from the contract documents or legislative requirements and the Contractor's desire to do a good job are other drivers for this increased sustainability. / Master of Science / The infrastructure in the United States is reaching the end of its useful life. These assets need significant investments to continue serving their original function. Various project delivery methods exist that either deliver a product or a service. Delivery methods such as design-bid-build or design-build focus on delivering an asset such as a bridge or road at the end of the contract. The public-private partnership (P3) delivery method focuses on delivering an asset and operating that asset for an extended period until the end of the contract, typically no less than 25 years. Building these assets sustainably will help drive down costs and increase useful life. Sustainability goals cover the economic, environmental, and social aspects of the project. The economic goals include providing a responsible cost-benefit to the users or taxpayers and lasting for an extended period. The environmental goals include minimizing the project's impact on the environment. The social goals include building the right project so that it solves the correct community issue. The P3 delivery method of delivering an asset and service has outperformed other delivery methods in sustainability. This paper explored the reasons that project teams make decisions to include sustainable choices throughout their project contract.

Innovation is a popular topic that receives significant attention from both organizations and academics. This attention includes scholars, executives, public entities, and private organizations in the construction and infrastructure fields. Scholars have examined innovation in both construction and public-private partnerships (P3s). Despite this work, gaps remain — particularly regarding the impact of project-level factors on technical innovation in P3s. Hence, this dissertation contributes to the areas of infrastructure innovation and P3s using a three pronged approach. First, exploration of the literature identified 348 factors that drive or inhibit innovation in infrastructure projects. These factors were synthesized into 33 aggregate factors such as client, integration, and risk. Subsequently, case interviews with practitioners revealed 110 factors that influence innovation in P3 projects; these were further grouped into six main categories. Literature and practitioner perspectives were strongly aligned around four predominant factors influencing innovation in P3 projects: i) risk, ii) client, iii) procurement, and iv) project type. Second, a framework to identify and classify project level innovation was derived and tested using deviations from project baselines submitted as alternative technical concepts (ATCs) in four infrastructure project procurements. The developed framework provides the infrastructure and construction community with a replicable approach to assess technical enhancements in projects to determine whether they are innovative or not and if so the type of innovation. Application of the framework classified only 7 of 53 ATCs from the four projects as innovative. However, the remainder added significant value through cost savings, improved safety or operational efficiency. Lastly, a case study of six contemporary US highway P3 projects: i) Elizabeth River Tunnels in Virginia; ii) East End Crossing in Indiana; iii) North Tarrant Expressway segments 3AandB in Texas; iv) I-4 Ultimate Improvement in Florida; v) I-77 HOT Lanes in North Carolina; and vi) SH 288 Toll Lanes in Texas was conducted to determine the types of innovation found and to assess the influence of key project characteristics on P3 technical innovation. Technical enhancements proposed by concessionaires were assessed using project documentation and semi-structured interviews with 23 experienced public and private sector project participants. Innovations were uncovered, albeit limited. Procurement, project type, and payment mechanism (demand risk/traffic risk) were the key project characteristics influencing innovation. Further, these same characteristics promoted added-value in the form of increased safety, reduced project durations, and decreased project costs. Together, the three studies advance our understanding of the effect of project attributes on technical innovation and value creation in infrastructure public-private arrangements. / PHD / Governments around the world are using public-private partnerships (P3s) to provide needed infrastructure. They often claim that the involvement of the private sector in the delivery of infrastructure will generate various benefits, particularly innovation. However, public agencies and private infrastructure developers provide limited evidence of innovation outcomes. While academic scholars have explored the topic, the studies are limited and have generated alternative results. This dissertation contributes to the areas of infrastructure innovation and P3s with three independent but interrelated studies. First, the exploration of the literature and the perspectives of 23 experienced project participants identified four predominant factors that influence the occurrence of innovation in P3 projects: i) risk, ii) client, iii) procurement, and iv) project type. Second, a framework to identify and classify project level technical innovations in a replicable and transparent manner was developed and tested. Lastly, a multi-case study approach was adopted to determine the types of innovation found and to assess the influence of key project characteristics on P3 project technical innovation. Project documentation was assessed and interviews were conducted with public and private participants in six contemporary US highway P3 projects. Technical innovation was found within the cases, albeit limited. Demand risk and involving the private partner early were two of the most influential project characteristics on technical innovation. Further, these two characteristics promoted added-value technical enhancements through increased safety, reduced project durations, and decreased project costs.

As the scale and scope of infrastructure projects have increased, so too has the array of stakeholders either involved or impacted. Such projects often take years to come together and evolve with time through the actions of project sponsors and the engagement of various stakeholders. Stakeholders through engagement and input can help legitimize and improve large-scale project initiatives. Stakeholders can also marshal opposition that can delay or block these projects. Consequently, the significance of stakeholder involvement is critical in megaprojects. Governments have increasingly utilized public-private partnerships (PPPs) for megaproject delivery. This method introduces characteristics that distinguish PPP megaprojects from others such as: private control, profiteering, foreign profits, and long-term concessions. This study investigates whether differences exist between PPP and non-PPP megaprojects with respect to stakeholder involvement strategies and stakeholder issues raised in such projects. This research employed a longitudinal multiple case study approach that examined four tolled fixed crossing megaprojects; two of them were delivered as PPPs and two were delivered as design-build (i.e. non-PPP). The approach followed the design of prior studies in this area by De Schepper, Dooms, and Haezendonck (2014) and Winn (2001). Pre and post milestone event analysis captured trends and shifts in involvement strategies and stakeholder issues. Subsequently, stakeholder issue tables (organized by issue themes) and stakeholder mechanism tables (organized by mechanism type and information flow) were utilized for across case synthesis and comparison to identify similarities and differences. Analysis of stakeholder involvements across cases showed that NEPA establishes a baseline for involvement, but its requirements are not sufficient for megaprojects; a more comprehensive strategy is necessary. Further, although participatory involvements may be beneficial particularly in complex settings, these mechanisms must be carefully managed in terms of process and criteria for evaluating stakeholder input. Additionally, when private partners/contractors are involved in megaprojects, they become part of the project team and support a coordinated involvement approach. Examination of stakeholder issues indicated that issues that are common to non-PPP and PPP projects are more prevalent than PPP specific issues. In particular, issues related to tolling are dominant; moreover, toll affordability is extremely sensitive, and its severity is predictable based on affected area demographics and past toll escalation practices. The study provided insights about how megaprojects are shaped through actions of project sponsors as well as impacted and interested stakeholders. It also demonstrated how these projects become artifacts of aspiration for politically powerful figures. Lastly, it identified the main stakeholder issues and suggested a set of guidelines to assist future practitioners in developing better stakeholder involvement strategies, which should both enhance and legitimize megaprojects. / Ph. D. / Megaprojects are large in scale and scope and they impact and involve a large array of stakeholders. These projects often take years to come together and evolve over time through the actions of project sponsors and the involvement of many stakeholders. Through engagement and input, stakeholders can help legitimize and enhance megaprojects. Stakeholders can also delay or block these projects through oppositions. Therefore, stakeholder involvement is critical in megaprojects. Public-private partnerships (PPPs) are becoming more prevalent for megaproject delivery. This delivery method introduces characteristics that distinguish PPP megaprojects from others such as: private control, profiteering, foreign profits, and long-term concessions. This study, through a multiple case study approach, investigates whether differences exist between PPP and non-PPP megaprojects with respect to stakeholder involvement strategies and stakeholder issues raised in such projects. This research showed that although project sponsors follow the National Environmental Policy Act (NEPA) as a baseline in developing megaprojects, the NEPA requirements are not sufficient and a more comprehensive strategy is necessary. Furthermore, although stakeholder participation in deliberative decision making may be beneficial in megaprojects, these mechanisms must be carefully managed in terms of process and criteria for evaluating stakeholder input. Additionally, when private partners/contractors are involved in megaprojects, they become part of the project development team and support a coordinated stakeholder involvement approach. This study also indicated that stakeholders are primarily concerned about issues that are common between PPP and non-PPP megaprojects rather than PPP specific issues. In particular, tolling is the main concern of the stakeholders. Moreover, toll affordability is a main stakeholders’ concern behind tolling issue and the severity of the issue is predictable based on affected area demographics and past toll escalation practices. The study demonstrated how megaprojects are shaped through actions of project sponsors as well as impacted and interested stakeholders. It also demonstrated how these projects become artifacts of aspiration for politically powerful figures. Lastly, it identified the main stakeholder issues and suggested a set of guidelines to assist future practitioners in developing better stakeholder involvement strategies, which should both enhance and legitimize megaprojects.

Yes

This study explores the connections of public procurement official perceptions of public-private partnerships and their contracting decisions for public infrastructure projects. Detailed discussion of previous scholarship and its focus on policymaking and project evaluation of public-private partnerships leaves a gap in the public policy process – implementation. Procurement officials are presented in the role of policy implementers rather than agents in a principalagent approach. This attempts to address a shortcoming of the description that these officials do nothing more than purchase. Arguments are put forth that these officials are given additional levels of discretion when faced with contracting decisions. Specifically, procurement officials observe that public-private partnerships provide sets of project consequences. A survey instrument is designed to explore the differences in perceptions that procurement officials have with respect to public-private partnerships and traditional contracting out. Survey failures result in findings only being able to attempt a more general view of public-private partnerships. Results allow perceptions to be placed in a decision-making model based on a project phase approach that develops on the assumption that tasks contracted to private vendors produce project consequences. Furthermore, analysis of significant consequence perceptions indicate that those perceptions do not provide a rationale for a procurement official’s decision-making on whether to contract using a public-private partnership for public infrastructure projects. Independent sample t-tests, controlled correlations, multiple ANOVA and linear regression analyses show that perceptions of consequences, the perceptions of differences of those consequences across project phases, relationships of consequences to perceptions of efficiency and effectiveness proxies and a bounded rationalitybased model of decision-making for procurement officials are all inconclusive. Discussion focuses on the development of consequences and phases as defining and clarifying public-private partnerships. Further discussions are presented for procurement officials with respect to their decision-making and possible role as policy implementers. Conclusions fail to uncover any inferential results. The research finds its primary contribution in the conceptual discourse of public procurement official roles and public-private partnership definitions. / Includes bibliography. / Dissertation (Ph.D.)--Florida Atlantic University, 2014. / FAU Electronic Theses and Dissertations Collection

O objetivo do presente trabalho é identificar as principais contribuições internacionais de experiências bem sucedidas em parcerias público-privadas (PPPs) que possam colaborar na sua implementação no Brasil. Caracteriza, exploratoriamente, a utilização de PPPs na Irlanda e no Chile. Optou-se pela Irlanda, pois trata-se de um país integrante de um continente precursor da implementação das PPPs, que conta com uma forte colaboração da comissão européia na prática das PPPs por meio de suas diretrizes. E, também, pelo Chile por ser um país da América do Sul, com necessidade de infra-estrutura, que conta com experiências de sucesso de utilização de PPP, além de aproximar-se economicamente da realidade brasileira. A relevância do assunto é evidenciada em diversas obras consultadas, como: Borges e Neves, 2005; STN, 2004; International Monetary Fund, 2004; Clasen, 2002; Shaoul, 2003; Zhang, 2006; Bradford, 2003; Samii, Wassenhove e Bhattachaya, 2002. Este trabalho possui como método o tipo qualitativo, com objetivo exploratório-descritivo, apresentando uma estratégia com estudo de caso com dados secundários. As informações são concentradas na experiência da Irlanda e do Chile, com a apresentação da utilização das PPPs no setor transportes (rodovias). / The objective of the present work is to identify the main international contributions of parcerias público-privadas (PPPs) of experiences well happened that can collaborate in the implementation of these in Brazil. It is characterizes, an exploratory way, the utilization PPPs projets in Ireland and on Chile. It has opted for Ireland, because this country is part of a precursory continent which implement PPPs, Europe, counting with a strong collaboration of the european commission in practice of PPPs through their guidelines. And also for Chile, a south america country with extreme infrastructure need that counts with experiences of success of use of PPP besides this country approximates economically of brazilian reality. The relevance of the subject is evidenced in several works like: Borges e Neves, 2005; STN, 2004; International Monetary Fund, 2004; Clasen, 2002; Shaoul, 2003; Zhang, 2006; Bradford, 2003; Samii, Wassenhove e Bhattachaya, 2002. This work presents as qualitative method, with exploratory objective, presenting a strategy with case study with secondary data. The information are concentrated in the experience of Ireland and Chile, with the presentation of use of the PPPs in the sector transports (highways).

Background. Globalization and growing concerns for good governance and effectivenessput emphasis on addressing cross-border challenges to which single public organizationsor private companies face barriers. Transnational public-private partnerships (PPPs) areincreasingly used to bring multi-actor and cross-sector solutions to global issues rangingfrom economic development to environmental sustainability to social policies. As privateand public actors participating in transnational PPPs are guided by their own motives thatsignificantly differ from each other, they might enter into conflict with those of thecollaborating sector. Moreover, attention paid by private and public actors to sustainingtheir own identities and fulfilling their own motives might lead to a situation when actorswould be more oriented to achieving their specific goals that are not closely related to thepurposes of partnerships. Partners should consider possible impacts of their decisions onthe overall purpose of partnership in order to not undermine the ability to deliver theexpected results and services.Purpose. The purpose of this study is to investigate the motives of private actors forparticipating in short-term transnational PPPs and their influence on the achievement ofpurposes of such partnerships.Hypotheses. Based on the literature review, three research hypotheses are formulated: 1.Private actors participating in short-term transnational PPPs are guided by financialmotives to the least extent. 2. The specific motives of private actors differ considerablydepending on which type of short-term transnational PPPs they participate in. 3. Themotives of private actors except from financial motives have a positive influence on theachievement of purposes of short-term transnational PPPs.Method: Primary data have been gathered through a questionnaire-based surveyconducted among private companies participating in North Sea Region and CentralEurope programmes within INTERREG B - initiative for transnational cooperation.Empirical data have been analyzed using statistical methods such as factor analysis andmultiple regression analysis.Conclusion. By examining the underlying structure through factor analysis, the motivesof private actors have been divided into four groups such as financial, market-related,capacity building and social and political motives. According to the results of the analysis,private actors participating in short-term transnational PPPs consider financial motives asless important than capacity building, social and political and market-related motives.ivComparisons of the most important motives indicated by private actors have not detectedconsiderable differences depending on the types of PPPs. As identified through regressionanalysis, the influence of capacity building and market-related motives of private actors onthe achievement of overall purpose of partnership is positive, while their financial motivesaffect negatively the result of short-term transnational PPPs.

Zugl.: Osnabrück, Universiẗat, Diss., 2007.